Heat control mechanism



Oct. 11, 1932. c. H. KIRBY HEAT CONTROL MEGHANISM Filed April 5, 1929 4 Sheets-Sheet l Oct. 1l, 1932. Q H, KlRBY HEAT CONTROL MECHANISM Filed April 3, 1929 4 Sheets-Sheet 2 Oct. l1, 1932. c. H. KIRBY HEAT CONTROL MECHANISM Filed April 3. 1929 4 Sheets-Sheet 5 Oct. 11, 1932. Q H. KlRBY l 1,881,671

HEAT CONTROL MECHANI SM Filed April 3, 1929 l 4 Sheets-Sheet 4 u .TE-.5.4 ME* Patented Oct.11, 1932 UNITED STATES PATENT OFFICE CHARLES H. KIRBY, OF FLINT, IMICHIGAN, ASSIGNOB T MARVEL CABBUBETEB COMPANY, OF FLIN'I, MICHIGAN, A CORPORATION OF ILLINOIS HEAT courrier. mncrumsu Application filed .April 3. 1929. Serial No. 352,178.

This invention relates to improved and simplified forms of manifold construction for internal combustion engines wherein it is desirableto provide for the heating of the carbureted mixture and to vary the heating effect under varying conditions of operation.

It is, therefore, an object of this invention to provide improved mechanism for regulating the diversion of exhaust .gases into a jacket or heater associated with the intake' of movement ofthe heat control relative to the' throttle position.

Other and further important objects of this invention will be apparent from the disclosures in the specification and the accompanying drawings. j

This invention (in a preferred form) is illustrated in the drawmgs and hereinafter more fully described.

vOn the drawings: y

Figure 1 is an elevation of one 4form of manifold construction embodying 'the features of this invention. n

Figure 2 is a section on the line II-II of Figure 1.

' of Figure 3.

Figure 3 is -a section on the line III- III of Figure 2. v

Figure ,4 is a section on the line yIV-IV of Flgure 3. n x

Figure 5 is a -section on the line V--V Figure 6 is a fragmentary end view ofk the adjustable exhaust valve lever.

Figure 7 is an elevation of a modified embodiment of this invention.

Figure 8 -is a section on theline VIII-f- VII of Figure 7, with parts in elevation.

Figure 9 is any end fragmentary section on the line IX-IX of- Figure 8.

Figure 10 is an end fragmentary section on the line X-X of Figure 8.r

As shown on the drawings:

The two embodiments of this invention differ principally inthe arrangement of the manifolds to suit different designs of engine cylinder blocks. In Figures 1 to 6, the manifold mountings are more or less conventional as an exhaust manifold is superimposed above an intake manifold 16 both of which have connecting flanges 17 for attachment to individual or siamesed-ports in the side of the engine cylindery block (not shown). On the other hand,the exhaust manifold 18 of Figures 7 to 10 is intended to be mounted above upwardly opening ports in the head of an engine block while no intake manifold as such is shown, as a single connection 19 leads to a port in the side of the cylinder block which contains cored distributing passages corresponding to the in- 4 take manifold 16 of the first form.

YIn Figures 1 to 6, the branched or horizontal intake manifold 16 is supplied by a central riser 20 having a jacket 21, this riser having a connection 22 also jacketed as indicated at 23 and in turn connected to a somehousing is separated from the manifold en-v largement by a disc 32 having ports 33 and 34 opening into the exhaust manifold, which ,ports communicate with the two ducts 27 and 28 which are naintained separate by an u ward continuation of the partitions 29. T e disc 32 and its partition are carried b a cover member '35 for ease in assembly. xhaust gases entering through the port' 33 pass down the duct 27 into the jacket on the sis` gases,

carbureter and thence upwardly'in the duct 28 and out through the port 34 into the exhaust manifold.

In order to cause such a flow of exhaust and to control the amount of diversion through the heating jacket, abutterfly valve 36 is mounted von a shaft 37 in the enlargement 31 to practically close the exhaust manifold when the valve is nearly vertical. The enlargement 31 renders the valve fully efectiveov'er a considerable'range of movement before further rotation thereof opens up the exhaust manifold to decrease the diversion of exhaust gases. This arrangement results in maintaining the full diversion of the exhaust gases during a portion of the movement ofthevalve before the 'diversion is reduced bythe opening of the exhaust manifold. c,

The valve shaft 37 also carriesa disc 38 having cut away portions 39 corresponding to the ports 33and 34 in thepartition 32, which disc cooperates toy reduce the port openings at the same time that the valve acts to increase the area, of the free passage in the exhaust manifold. j

Inorder to sooperate the valve that the of gases maximum heat will be supplied under idling.

conditions while theheat supply will rbe cut off under full power operation, the valve shaft is provided with a. lever 40 with a link 41 leadingto a lever 42 on the carbureter throttle shaft 43. The lever40 is curved and, as shown, is provided with three notchesl or points of attachment 44 for the link end 45 ;y the curvature of the lever, vin conjunction with the varying radii of the notches 44' serving to varyy the initial setting ofthe exhaust valve for idling conditions'with the result that as the throttle is gradually opened the innermost `notc'hfor .the rod, as shown in Figure 1, gives the maximum heat supply with delayed reduction of diversion, hence, this adjustmentmay `be called the hot. adjustment for vcoldweather' driving. `When the link end v 45is shifted to the center notch-the 'exhaust valve is rotated somewhat towards its open position thus resulting in an earlier reductionin the amount of exhaust gas diversion as lthe throttle is opened, Figure 3 showing in dotted lines lthe extent of angular shift of the lever 40 for this change. In Figure 6 the link endis shown as engaged vin the outermost notch in which position the f exhaust. gases are only partly diverted through the heating jacket even when the throttle is at its idling position, while the diversion` of exhaustgases is entirely `cut olf .by the disc before the throttle is more than half open, thus giving a materially reduced heatingefl'ect suitable for summer driving.

The modified structure shown in Figures 7 to 10, embodies permanently openports 46 and `47 in the exhaust manifold, 18 which ports have duplex ducts48 and 49 connected thereto and leading to opposite sides of a. partition 50 in a jacket 51 surroundin the intake riser 19, which has a right angle end in the jacket and is connected to a carbureter 52 beneath the jacket. A throttle valve shaft 53 is mounted in the manifold riser 19 instead of the carbureter and has alink 54 leading to a lever 55 on aV rock shaft 56 'which in turn has a leverl 57 and a link 58 in connection with the first embodiment of the device of this invention. The rock shaft 56 is provided in this case because of the extreme offset of the exhaust manifold relative to the throttle valve and provides a convenient point of attachment for the normal drivers throttle control.

The foregoing structures are alike in prin- I ciple of operation with the exception of the" disc 32 controlling the exhaust ports in the first described form. In the' operation o both forms of the invention this exhaust valve is designed to have an appreciable range of movement whichI does not affect the full diversion of exhausftgases through the intake manifold acket when the throttle is near its idling position. When a maximum degree of heating is desired the linkage` is so adjusted in each case as to obtain the full movement ofthe exhaust valve invits closed range during the first part of the vopening movement of the throttle, thus delaying the point at which 'the' diversion of exhaust gases begins to be cut down. Atthe" other extreme the exhaust valveis set to begin to open, and thus to cut down on the diversion of exhaust gases, as soon as the throttle begins to open, thus shifting the range of the exhaust valve movement relative to that of the throttle valve.`

It will thus be seen that I have provided an improved heat control linked to the throttle control and easily shifted relative thereto to vary the amount of heat at a given throttle opening to provide for different air temperatures 'and operating conditions.

I am aware that many changes may be made, and numerous details of construction may be varied through a wide range without departing from the principles of ythis invention, 'and I, therefore, do not purpose limiting the patent granted hereon, otherwise than necessitated bythe prior art. i

I claim as my invention zV 1. In combination with the intake and exhaust manifolds of an internalcombustion fsa engine, a valve in said exhaust manifold, a. jacket associated with said intake manifold, a pair of ducts connecting said. jacket to said exhaust manifold o n either side of said valve, a throttle valve for said intake manifold, a. curved lever connected to said exhaust valve, said curved lever having a median slot, a lever connected to said throttle valve, and a rod connected to said last named lever at one end and having a variable pivotal connection with said curved lever, in the slot thereof, at its other end, whereby a selective opening of said exhaust valve is obtainable relative to opening of said throttle valve.

2. In a combination with the intake and exhaust manifolds of an internal combustion engine, a valve in said exhaust manifold, a jacket associated with said intake manifold, a air of ducts connecting said jacket to said exiaust manifold on either side of said valve, a throttle valve for said intake manifold, means connecting said throttle valve and said exhaust valve to vary the diversion of exhaust gases in predetermined relationship to the, throttle movement and to vary the initial position of said exhaust valve relative to said throttle valve, said means comprising a slotted lever connected to said exhaust valve, another lever connected to said throttle valve, and a rod connected to said throttle valve lever at one end, and having a variable pivotal connection with said exhaust valve lever at its other end in the slot of said lever.

In testimony whereof I have hereunto subscribed my name at Santa` Monica, Los

Angeles County, California.

CHARLES H. KIRBY. 

